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1. International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 09 Issue: 06 | Jun 2022 www.irjet.net p-ISSN: 2395-0072
© 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 2555
Circular Runway
Prof. S.R. Bugade1, Mr. Yashpal Waghmare2, Mr. Rohan Thorat3, Mr. Rohit Jadhav4,
Mr. Manjunath Masuti5, Mr. Shubham Pawar6
1Assistant Professor, Department of Civil Engineering, V.V.P.I.E.T, Solapur, Maharashtra, India.
2,3,4,5,&6 U.G. Student, Department of Civil Engineering, V.V.P.I.E.T, Solapur, Maharashtra, India.
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Abstract - This paper presents an innovative concept for
airport operations in the long-term future, based on a
radically new airport design encompassing a circular
circumventing runway. The Endless Runway project, mostly
funded by the European Commission during the Framework
Programmed 7 (FP7), aims at evaluating the benefits and
identifying the constraints associated to this kind of airport.
The possibility to operate the airport whatever the wind
direction and for every aircraft type, the optimization of air
and ground aircraft trajectories through the use of the best
runway section, as well as the compact airport footprint are
part of the observed gains. Those must be balanced with the
high runway construction cost, additional safety issues in
gusty winds and the impossibility to extendtherunwaysystem
if additional capacity is desired. A foreseen application could
be a small airport dedicated to unmanned aircraft operations
or a large hub airport with limited traffic mix and high
reliability of operations.
Key Words: Runway, airport design, aircraft, Airport
capacity
1. INTRODUCTION
One of the scenarios of the European Research
Establishments in Aeronautics (EREA)AirTransportSystem
(ATS) 2050 study [1], the Unlimited Skiesscenario,imagines
an explosive growth of air traffic. If thishappened,thelack of
capacity at airports would be a major constraint to growth,
as recognized by ACARE, the Advisory Council for
Aeronautics Research in Europe. Airports form already a
major bottleneck in the air transport system. If nothing is
done, part of the demand may not be accommodated.
Extending existing airports or building new ones might be a
solution. However it usually faces the opposition of
inhabitants and takes many years between the first
identification of the need and the completion of the
construction. For instance, making a runway longer to
accommodate larger aircraft or departures if the runway
was specialized for arrivals, adding a tangent runway to an
existing runway system in order not to close the airport in
high crosswind, extending the airport outside of its current
limits, are all measures that may encounter the refusal ofthe
local residents.
While airport capacity needs to be increased,authoritiesask
for optimized trajectories in order to reduce fuel
consumption, emissions and possibly noise. Current aircraft
routes based on standard procedures in the departure and
approach phases are far from being direct: an aircraft flying
from Toulouse-Blagnac to ParisOrly, on a day of Autan wind
(coming from the south east), will take off facing the wind
from runway 14L or 14R almost in the opposite direction of
its destination.
1.1 OBJECTIVES:-
When we plan an airport, all type of aircraft‘s landing and
take-off operations take place including bigger and smaller
aircraft. In case of circular runway we can‘t classify the
runway for particular aircraft. So we designing here
considering the design parameters for the largest aircraft
BOING 474. So our main objectives are as under
 To find out the Radius of circular runway for safe
operations.
 To find the exact bank angle for safe ground rolling.
 Apply the circular runway concept to existing major
hub airport in India and to compare it.
To find the feasibility of the concept in India
1.2 Concept of Circular Runway
A. Description of Circular Runway
The circular runway is an innovative concept for airport
operations in the long term future which is based on a
radically new airport design encompassing a circular
circumventing runway.
In order to allow to sufficient number of landingandtake-
off at a time, the runway inner radius is set to more than
1500 meters. The minimum length for circular runway thus
should be 10,000 meters comparable three times more than
a straight runways, which is long enough to allow multiple
simultaneous landing and take-off on the runway and to
build the airport infrastructure inside the circular runway
while keeping the airport compact.
Due to higher centrifugal forces for a narrower runway
the runway width is set to be 140 meters for avoidance of
discomfort of passengers. To limit the effects of centrifugal

2. International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 09 Issue: 06 | Jun 2022 www.irjet.net p-ISSN: 2395-0072
© 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 2556
forces, the outside of runway is banked with increasing
angle.
As the aircraft accelerates for take-off, it moves from the
flat inner part of runway to towards the other outer banked
part until aircraft reaches the lateral position on the runway
where the bank angle is fits its lift-off speed. The same
applies during landing operations.
B. Design of Circular Runway
The basis airportdesignprinciplesarepresentedinFigure
1.1 The taxiway system consists of an outer and an inner
taxiway ring between the runway and the terminals area.
The outer taxiway, operated in the same direction(s) as the
runway, is connected to runway access points through high-
speed exit taxiways, where one aircraft can hold if needed.
The inner taxiway is operated in the opposite direction to
the outer one. Taxiways between the airport’s buildingslink
the inner circular ring to the inner airfield area. Finally, a
dual taxiway system is available on the inner part of the
terminals. This taxiway design aims at avoiding bottlenecks
and at providing a short routing between the aircraft stands
and the runway entry or exit point
Fig. 1.1: Basis airport design
C. Flying to and from a circular runway
The project objective is to define two concepts of airports
with circular runways: one for a hub and one for a seasonal
airport. In both cases, the geometrical properties of the
runway are identical. The runway inner radius is setto1500
meters. Thus the total runway length, of about10 000
meters, is long enough to operate several aircraft
simultaneously on the runway and to build airport
infrastructures inside, while keeping the airport compact.
The runway width that can be used by aircraft is set to 140
meters as a compromise between discomfort due to higher
centripetal acceleration for a narrower runway and the cost
of a wider runway.
In order to limit the effects of the centripetal force, the
circular runway lateral profile is banked with increasing
angles from inwards to outwards, as shown on Fig. 1.2 In
this manner, it is possible not to have lateral friction
between the aircraft tires and the runway surface at all .As
the aircraft accelerates to take off, it moves from the flat
inner part of the runway towardstheouter bankedpart until
it reaches the lateral position on the runway whose bank
angle fits its lift-off speed. The same applies the other way
around during landing.
Fig. 1.2: Runway profile
2. CALCULATION AND ANALYSIS
2.1 Design and calculation Constraints as per ICAO
and FAA
 Design Speed;- Anaircraftoflargersizeneedminimum
285-290 km per hour, and smaller 155-160 km per
hour.
 Radius:- An aircraft need minimumradiusof180mfor
turning.
 Width;- Width of runway varies from 55 m to 80 for
small and bigger size of airport respectively.
 Bank Angle;- The minimumbank angle foraircraftis6
degree and maximum recommended by ICAO is 60
degree at which in case of emergency a craft can work.
 Elevation;- Elevation of runway should be such that
the wings of craft should not be in touch with ground,
minimum clearance should be 0.73m and maximum
should be 5.3m .
 Sight Distance;- Sight distance for pilot recommended
is 500 m to 950 m. sometimesight distance not obtain
in that case pilot done operations with the help of
central marking line.
Table -1: Current Atmosphere of Pune area
Altitude 201 m
Temperature 40
Friction 0.35
Wind speed 6kmph – 75kmph
Rain condition 7.5 cm

3. International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 09 Issue: 06 | Jun 2022 www.irjet.net p-ISSN: 2395-0072
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Since the distances are given on the standard conditionof
temperature which is 15oC, pressure (sea level), slope (null),
a dry runway and in absence of wind,somecorrectionfactors
need to be applied. After the all correction provided by ICAO
and FAA, we also may correct the length
𝐹𝑎=1+0.07𝑎/300
𝐹𝑡=1+0.01(𝑡𝑟−𝑡𝑠ℎ)
𝐹𝑆=1+0.1𝑠
Where;
Fa = correction in altitude
Ft = correction as a function of temperature
Fs = correction as a function of slope
a = altitude
tr = reference temperature
tsh = corresponding standard atmosphere to every
altitude
s = slope
Value of equation 𝐹𝑎×𝐹𝑠× 𝐹𝑡shouldbegreaterthan1.35.
Calculation:
As we know
Altitude (a) = 201
Reference temperature of Land Area = 40 0C
Standard atmosphere to every altitude by FAA = 250C
Slope (max) of runway by recommended by ICAO = 0.07
Now from equation (A) (B) & (C) we have,
Correction as a function of slope Fs = 1+ s = 1+0.07
FS = 1.07
Correction in Altitude Fa = 1+ 0.07*a
Fa = 1.0469
Correction as a function of temperature = 1+ 0.01
( tr –tsh )
ft = 1.15
From the equation 5, 6 & 7 we have the value of equation,
𝐹𝑎×𝐹𝑠× 𝐹𝑡 = 1.07 × 1.0469 × 1.15 =1.67
2.1 Analysis
The output of the runway scheduler is a flight plan, with a
detailed description of the everysingleflight.Withincreasing
demand, the runway system is not able to handle the traffic
anymore without delaying some of the flights. This delay is
recorded and can be used as a parameter to determine the
runway capacity.
Table -2: Output Of The Runway Scheduler
3. CONCLUSION
A concept for operating a circular runway has been
evaluated from variousperspectives:theaircraft,theairport,
and the operations. The Endless Runway has proven to be a
feasible concept at least in the nominal conditionsstudied in
the project timeframe, even though some particular aspects
should be further studied (amongst others: flight dynamics
near the runway especially in gusty conditions, safety
procedures in case of go around, accurate navigation
systems usable for circular landings). The main benefits of
circular airports are their compactness and the reduction of
ground and air trajectories, buttheymustbebalancedwitha
moderate capacity, a high construction cost, a lack of
flexibility in the inner infrastructure and the impossibility to
operate some future aircraft configurations(likethe blended
wing body). In the course of the project, focus was made on
hub airports, however, with these findings, it appears that
circular airports could find a better application in the long
term for RPAS airports with a small radius (for example 400
meters), little infrastructure in the middle and less
constraint on the maximum tolerable lateral acceleration,or
for large hub airports where arrival and departure streams
are more uniform and separated, making best use of the
route network structure through less conflict.
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and aircraft, version 2.0, November 2011.

4. International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 09 Issue: 06 | Jun 2022 www.irjet.net p-ISSN: 2395-0072
© 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 2558
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BIOGRAPHIES
Name : Prof. Sanjay R. Bugade
Qualification : M.Tech. (Transportation Engg.)
Assistant Professor at VVPIET, Solapur.
Name : Mr. Yashpal S. Waghmare
Qualification : B.Tech. (Civil Engg.)
U.G Student at VVPIET, Solapur.
Name : Mr. Rohan S. Thorat
Qualification : B.Tech. (Civil Engg.)
U.G Student at VVPIET, Solapur.
Name : Mr. Manjunath M. Masuti
Qualification : B.Tech. (Civil Engg.)
U.G Student at VVPIET, Solapur.
Name : Mr. Shubham A. Pawar
Qualification : B.Tech. (Civil Engg.)
U.G Student at VVPIET, Solapur.
Name : Mr. Rohit B. Jadhav
Qualification : B.Tech. (Civil Engg.)
U.G Student at VVPIET, Solapur.